We've discussed this before, but not in its own thread. So in light of that, here is just the official information and images from Lamborghini corporate on the Urus ST-X concept.
To be honest, that sound at the end of the video. That should be standard on all Urus'! I look forward to seeing some of this trickle down into production (at least in options).
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Apparently, Iceland has become a bit of a hipster's paradise lately. Despite that, Lamborghini took a gaggle of Urus' (Uri?) to the island to do some adventure driving.
They put together some cool videos and some great photography. I've read some recent reviews (Car and Driver) and they gush about the ute's ability in the snow and terrain. It's pretty neat to see.
Check out the visual goodness below.
Who will be the first to put a snorkel and light bar on theirs?!
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So I got a Urus and I am in love with it!! I will use it in our next journey around the world and we can be more extreme as a team .. I drove it down 5th ave yesterday in America’s largest Veteran day parade ... and when in Strada ... I was able to hear my father speaking so clear and he told me many wonderful things I’ll never forget. Thank God I spent this parade in the Urus ... it was perfect for him and me. I will share our around the world footage soon and then this will be used and I hope to have fun. I will do whatever it takes to make that happen and to make each moment personal and enjoyable

I enjoy this guys channel, some of it is over the top, but that’s the nature of YouTube. He does some awesome charity stuff as well, so happy to share his videos. Check out this one from a rally in Dubai where they get a Huracán to go vs. a Urus.

Link: https://www.roadandtrack.com/car-culture/a21580124/the-first-drive-2019-lamborghini-urus/
The First Drive: 2019 Lamborghini Urus
As the masses clamor for crossovers, Lamborghini jumps in horns first.
BY JASON H. HARPER
JUN 18, 2018
261
CHARLIE MAGEE & TOM SALT
YOUR IMPRESSION OF THE URUS WILL COME DOWN TO HOW much you romanticize Lamborghini. A dispassionate, engineering-minded driver would step away and proclaim the Urus a highly competent and speedy SUV— undeniably impressive as an entirely new undertaking for a company that sells a limited number of cars.
Such a person might also note that the Urus has many mechanical and architectural similarities to Volkswagen Group stablemates—a big reason it’s so competent out of the gate—yet still feels distinct.
On the other hand, for a person who innately and perhaps naively believes a brand is more than the sum of its vehicles, and who tends to consider a company’s history paramount, driving the Urus might cause unease. That person would be me.
CHARLIE MAGEE & TOM SALT
I’m no purist. Lamborghini’s history is interesting but doesn’t quite rival some of the greatest automotive stories, like the Maserati brothers, the Ford family, or the singular Enzo Ferrari and his obsession with racing.
Nor am I bothered by the fact that the company has produced a utility vehicle. The masses want them, even though in this case, it’s actually only the one percent of the masses who can fork over $200,000. And don’t forget, Lamborghini created what is arguably the first-ever exotic SUV, in the fitful form of the desert-trouncing 1986 LM002.
Walk around the original LM002, though, and it still comes off as unhinged, with outrageous scale and dimensions. Not so with the Urus. Character lines pressed into its skin suggest muscular haunches and sucked-in sides. But those angles are mostly optical illusion. The sides of the Urus are nearly flat, and there’s not much extra bulge around the fenders. The hood is high and drops off as sharply as a cliff in a Wile E. Coyote cartoon.
CHARLIE MAGEE & TOM SALT
Had the Lambo crew been given reins to base the Urus on a bespoke platform, it surely would look different. Instead, with the understandable necessities of cost efficiencies and German pragmatism, the Urus is based on architecture that underpins several close cousins, including the Audi Q7 and upcoming Q8, the Bentley Bentayga, and the Porsche Cayenne. That means there are a number of fixed points that could not be messed with, such as where the front wheel sits in relation to the windshield and the placement of the engine. Think of it like cheekbones and brow lines. Even with a different nose, chin, and eye color, there’s a family resemblance. The Urus differentiates itself through its width and having fenders so large, they accommodate optional 23-inch wheels.
The vents on the front fenders and rear aren’t functional. One real aero trick is on the underbody, where a flap sends air to cool the gargantuan, 17.3-inch carbon-ceramic brake rotors, replete with 10-piston calipers.
Ah, there’s a bit of throwback Lamborghini insanity: 10-piston front calipers! Lambo also claims that the Urus’s are the largest rotors ever put on a production vehicle.
CHARLIE MAGEE & TOM SALT
The interior, with a slick dual-digital-screen center console and excellent build quality, is a delight. New tamburo (drum) controls, which allow the driver to tab through sport, track, and off-road modes, are intuitive and handsome. There is a real sense of drama here. The sheen of the materials and the usual Lamborghini details, like the missile flip-switch on the ignition and the hexagonal air vents, combine for a bit of theater otherwise lacking on the outside. One Urus we tested came with a mix of baseball-mitt leather, Alcantara, and carbon fiber. This is a company at the top of its interior game.
CHARLIE MAGEE & TOM SALT
The block of the V-8—Lambo’s first with turbos—is out of the VW Group vaults, as is the ZF transmission case. Lambo added much larger twin turbos inside the cylinder banks, along with hotter cams and cylinder heads. The 4.0-liter puts out 641 hp and a knockout 627 lb-ft of torque at only 2250 rpm. All that power takes the brute to 62 mph in 3.6 seconds, Lamborghini says. Redline arrives at 6800 rpm—1700 rpm sooner than the V-12 in the Aventador S. Top speed is 190 mph. Just imagine the wind noise as it punches such a massive hole through the air.
We drove the Urus, riding on Pirelli P Zero Corsa tires, at the Vallelunga circuit outside Rome. We also did a loop on potholed lanes nearby, but the tires were regular P Zeros. (Pirelli Scorpions are available for off-road duty.) In the real world, speeds were frustratingly limited by Sunday drivers and routes through narrow villages. But the drive did prove a point: With the adjustable air suspension set to Strada (street) mode, the Urus absorbed lumps brilliantly, softening the brittle asphalt even with its 22-inch tires. Inside any other Lambo, we would have gone stir-crazy. But in laid-back mode, the Urus is resolutely grown-up.
CHARLIE MAGEE & TOM SALT
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Interestingly, it didn’t get a lot of love from locals, despite the bright-yellow paint. Perhaps they didn’t hear us. The Urus makes sufficient sound when pushed, mostly of the bass-laden, growling kind, but there’s no Venn diagram where the SUV’s exhaust note and the Aventador’s overlap. It isn’t the sound of a Lamborghini. Engineers point specifically, and heatedly, to California’s noise restrictions.
In a few places, when not stuck behind a warbling Fiat, we kicked the accelerator, and the V-8 instantly spooled up to lob us fast and hard down the road. Make no mistake, the Urus is genuinely quick. It’s just a different kind of quickness, coming from a wash of low-end torque, rather than that gradual build of a naturally aspirated engine.
CHARLIE MAGEE & TOM SALT
By default, 60 percent of the torque is sent to the back wheels via a Torsen center differential, but the rear bias can be as much as 87 percent when circumstances call for it. The diff and traction-control settings modulate behavior in sand, gravel, and snow modes. The Urus also has mechanical rear-wheel torque vectoring and rear-wheel steering at its disposal, requisite tools of the trade when you want an oversized vehicle to handle like a smaller, nimbler one.
A track session in a fast SUV is a bit like kissing the “just friends” date you brought to prom. Fun, but not as much as if you’d asked who you were really crazy for. A track date with a Lamborghini is something to be excited about. Yet faced with the reality, you can’t help but wish that it were a session with a Performante, and not a high-riding crossover, no matter the horsepower.
CHARLIE MAGEE & TOM SALT
Vallelunga has a long, discomforting straight with a dip that compresses the suspension. The Urus stormed through, flat out, with nary a tremor. Its He-Man carbon-ceramics soaked up the deep, hard braking before a compromise right-hander, which the SUV handled just as ably. It then downshifted right before touching the next curb and blasting down the following straight. There are two spots on the track that virtually beg you to overstep into them and suffer understeer. Even those it handled nicely. Steering is light and precise, though feedback is faint.
This amount of capability requires complex electronic systems to work—four-wheel steer, traction control, and active anti-roll bars. But none of that churn comes through to the driver’s seat. You just feel like you’re a highly capable driver who has no issues hustling some 4900 pounds of aluminum, steel, and carbon fiber through a complex of tricky turns.
I learned the most about the Urus while driving for photography. Most on-track photos come via countless passes on the same corner. Rather than go all the way around the (empty) track each time, I’d do a U-turn. The Urus’s turning radius is vast, so I’d manhandle it around and then sprint along a banked turn, going the wrong way, then hammer on the brakes before flipping around again.
CHARLIE MAGEE & TOM SALT
Pushing the Lamborghini harder with each repeated pass—about 25 in all—several things became evident: The first was the tenacious grip and overall stability, which allowed the Urus to bang through turns as if it were a much lower, lighter sedan. More specifically, what leaped out was its ability to handle lateral loads, especially on the banked turn.
Credit goes to the Pirelli Corsas and their sidewalls, a true feat of engineering. But the greatest and most effective bit of kit on the Urus may be something we never actually see: those active anti-roll bars. This technology comes from Porsche, and it requires a 48-volt electrical system to power two separate electric motors. Under these demanding situations, the anti-roll bars stiffen to keep the Urus remarkably flat.
They can also decouple for off-road driving, to increase wheel articulation and keep the tires in contact with the earth in off-road situations. Lamborghini gave us a brief taste of the Urus’s off-road chops by carving a looping, rallycross-style track around Vallelunga’s perimeter. It was made of soft dirt and designed to carry a modicum of speed, with sections that required hard braking. The layout was telling—even the off-piste driving was intended to be hard and fast. Rock crawlers need not apply. You won’t see the Urus on the Rubicon Trail.
With the SUV set to Terra (off-road) mode and a nervous Italian co-driver in the passenger seat, I kicked dirt up and down the hills. The Urus was surprisingly competent: just brake early and turn in early, then apply throttle to get the rear end to slide. Traction and stability control stayed out of the way, and the brakes worked really well.
CHARLIE MAGEE & TOM SALT
LAMBORGHINI ENTERING THE CROSSOVER FRAY only fuels the argument about whether these high-riding, heavy vehicles can be deemed proper performance cars.
Simple answer: yes. Its muscle more than qualifies. If you’re the type who demands Lotus purity, then the Urus surely falls out of that paradigm. But then, so does the BMW M5. And the Urus is at least as enjoyable to drive as the last-gen M5. I can imagine taking it on a long over-land trip, perhaps with mountains at one end, an ocean on the other, and hundreds of miles of dirt and gravel roads in between.
The deeper question is whether that’s enough. Lamborghini calls the Urus the “world’s first super sport-utility vehicle.” Yet that benchmark is already quite high. The BMW X6 M was one of the first track-oriented SUVs that left us grasping for answers. How had BMW mitigated the higher center of gravity and all those troublesome pounds? Since then, the wonderment has dissipated. We’ve driven many other fast SUVs, including the 550-hp Porsche Cayenne Turbo and the 505-hp Alfa Romeo Stelvio Quadrifoglio, which somehow managed a 7-minute, 51.7-second dash on the Nürburgring.
CHARLIE MAGEE & TOM SALT
The Urus, while impressive, doesn’t blow past those vehicles with its performance. Nor does it fry your senses as would an Aventador. And that is what’s bothersome. So far, 68 percent of orders have come from customers new to the brand. If the first Lamborghini you drove was a Urus, you wouldn’t experience any of the noise, the sensationalism, the tear-your-face-off nature of a Countach or a Huracán.
For a half century, Lamborghini has stood for what is different. The company championed madness—snarling, mid-mounted V-12 spaceships with outlandish designs. They were always audacious. And we loved them for it.
Which brings us back to that driver who wonders whether the Urus, good as it is, stands for its brand’s core values. That person would likely say no.

Link: https://www.caranddriver.com/reviews/2019-lamborghini-urus-first-drive-review
2019 Lamborghini Urus
The crossbred bull.
APRIL 2018 BY JOHN PEARLEY HUFFMAN PHOTOS BY THE MANUFACTURER
VIEW 98 PHOTOS
Astonishment has always been what a Lamborghini does best. Lambos drop jaws, dilate pupils, inspire goosebumps, and knock frontal lobes back into the parietal lobes. They are impractical, intemperate, impossible to see out of, and get stupid hot inside, but, damn, look at and listen to them. Now here is the new 2019 Urus, the first Lamborghini that does none of those things.
It’s the counter-Countach. A crossover.
Purely as a business proposition, the Urus was unavoidable. The market is obsessed with SUVs, and ignoring that and the profits that go with it is a formula for permanent market marginalization. Lamborghini needs a crossover to anchor its cash flow, stabilize sales, and recruit new customers who may want an Aventador or a Huracán but who need a vehicle that functions as a daily driver. If Lamborghini sells the 3500-plus Uruses it intends to annually, that effectively doubles the company’s sales. Will success ruin Lamborghini?
It’s V-8 Time Again
The Urus is the first V-8–powered Lambo since the Jalpa left production in 1988. But while the Jalpa’s 255-hp 3.5-liter V-8 was an independent Lamborghini design, the Urus is a product of the Volkswagen Group and leverages the assets of the massive corporation. So the Urus’s engine is a 641-hp version of the twin-turbocharged 4.0-liter V-8 used in high-end Audis, some Bentleys, and the Porsche Panamera. Lamborghini vaguely claims that demon tweaks including specific cylinder heads have been applied, but the V-8 is assembled at a Volkswagen plant in Hungary and shipped to Lamborghini as a complete unit.
It’s not as charismatic as the Huracán’s V-10 or as intimidating as the Aventador’s V-12, but the hungry Hungarian V-8 under the Urus’s hood defines the vehicle’s character. Lamborghini has fitted it with an exhaust system that burbles with menace even at idle and snarls ferociously under load as it approaches its 6750-rpm redline. The twin-scroll turbos between the cylinder banks endow it with low-end thump unlike any previous Lamborghini’s engine (they’ve all been naturally aspirated until now). There’s 627 lb-ft of torque between 2250 and 4500 rpm—and plenty below and above those points—so the eight-cylinder endows the Urus with a responsive muscularity that’s as mesmerizing as a Lamborghini engine should be. Even though it grunts unlike any previous Lambo engine.
The V-8 feeds a version of ZF’s familiar eight-speed automatic transmission that can be manually shifted using triggerlike paddles behind the steering wheel. In turn, it sends torque to a Torsen center differential that can dispatch up to 70 percent of the thrust to the front axle or a maximum of 87 percent rearward. But the real trick is the torque-vectoring differential at the rear that coordinates with a rear-wheel-steering system to add nimbleness at all speeds.
Shared Genes
What the VW Group gene pool gives, it also takes away. The Urus uses the same large-SUV platform used for Audi’s Q7 and upcoming Q8, the Bentley Bentayga, and the Porsche Cayenne. In the universe of SUV engineering there’s nothing wrong with VW’s MLB Evo platform, but it is engineered primarily to Audi’s preferences, with the engine hanging out forward of the front axle line. Beyond the obvious weight-bias concerns, it necessitates a blunter nose than maybe even the Euro-market regulations would have required and structural hard points that are more blocky than sleek.
The Urus’s body shell is built at the same plant in Bratislava, Slovakia, where the Q7 and the Cayenne are assembled, and then it’s shipped to Lamborghini’s new Urus assembly line in Sant’Agata, Italy, with its mostly aluminum skin already painted. From there, Lamborghini assured us, everything is assembled by hand by genuine humans. The robots at the facility move parts to various workstations.
The Urus’s 118.2-inch wheelbase is a slight 0.3 inch longer than the Q7’s, and its 201.3-inch overall length stretches 1.7 inches longer than that of the Audi. But conceptually the Urus is closer to the swoopy-roof BMW X6 and the upcoming Q8 than the three-row Q7. Both front seats are more aggressively bolstered than expected in a crossover, while a standard rear bench allows three-across seating. Most Urus buyers are likely to opt for the two-bucket rear-seat option, however, which is more in keeping with the Lamborghini vibe.
Theatrical Insides
Hexagons dominate the Urus’s dashboard with aviation-style controls. Does the start button really need to be under a red flip cover? And the shifter is a big handle that simulates a jet’s throttle and is framed by smaller Tamburo levers, the left one for selecting from up to six Anima driving modes—Strada (street), Sport, Corsa (race), Neve (snow), and the optional Sabbia (sand) and Terra (off-road)—and the right side activating the customizable Ego mode. Think of it as Jungian on the left and Freudian on the right.
A lot of the interior is pure exotic-car theater, but it’s from the driver’s seat that the Urus feels most like other Lamborghinis. Yeah, you’re sitting upright and relatively high, but it’s easy to suspend one’s disbelief and pretend that the engine isn’t in the wrong place and that there aren’t three too many apertures. Surrounded in contrast-stitched microsuede and carbon fiber, it’s as much X-Wing fighter as family hauler.
It’s Truly Athletic
And compared with basically any other SUV, this is a blisteringly fast beast. Lamborghini claims that zero to 62 mph takes only 3.6 seconds and that the Urus will reach a top speed just shy of 190 mph, which makes it the fastest production SUV on the market. The Tesla Model X ran to 60 mph in 3.3 seconds in our testing, but the Model X is limited to a 130-mph top speed—the Urus beats that by 60 mph. And shouldn’t top speed be the criterion by which all crossovers are ultimately judged?
Equipped with the optional 285/35R-23 front and 325/30R-23 Pirelli P Zero rear tires and running in the aggressive Corsa mode, the Urus has grip that seems to go on forever, right up until the moment it doesn’t. During a few proctored laps around the Vallelunga circuit outside Rome, the Urus’s steering was impressively quick, and the nose would turn in sweetly. But burn into a corner a little hot and the nose will push. Lamborghinis aren’t supposed to understeer in our book.
Racetracks are great fun, but the Urus is more impressive on the road, where it lopes along feeling understressed and composed, if stiffly sprung. At a cruise the exhaust nicely quiets down, the transmission heads for a high gear, and engine speeds drop to barely above idle. Lamborghini has built long-legged tourers before, including the 350GT and the Espada, and in an oblique way, the Urus represents a return of those cars’ long-lost talents.
Beyond that, the Urus also brings back some of the ability of the legendary LM002 SUV that Lamborghini built in the late 1980s and early ’90s. The Urus is nowhere near as narrowly focused as that raw off-roader, but the new model was easy to hustle around a small dirt course set up outside Vallelunga. Moab and the Rubicon may still be beyond it, however.
Few of us will ever drop the more than $200,000 required to procure a new Urus. But Lamborghini occupies an outsize part of the collective enthusiast soul. If the Urus succeeds and allows the company to create more spectacular machines as it stares down the electrified future, it will have served all our dreams well—and will have done for its maker what the Cayenne (and now the Panamera) have done for Porsche.
A Lamborghini is a Lamborghini because Lamborghini says it is, yet it’s tough to imagine any teenager having a poster of an Urus up in their room. But it’s easy to imagine their very rich parents having a real one in the garage.